U.S. Department of Transportation

Federal Railroad Administration

FINDING OF NO SIGNIFICANT IMPACT

Port of Northern Montana Multimodal Hub Center

Shelby, Toole County, Montana

May 2013

Introduction: The Northern Express Transportation Authority (NETA) proposes to construct and 

operate the Port of Northern Montana Multimodal Hub Center (Multimodal Hub Center) near Shelby, 

Montana. The Multimodal Hub Center will replace the existing Burlington Northern Santa Fe Railway 

Company’s (BNSF) Intermodal Terminal (located in downtown Shelby), which currently serves as a 

regional rail hub. Once complete, the Multimodal Hub Center will include rail spurs, access roads, street 

upgrades, utilities, wastewater and stormwater facilities, laydown area, and a bulk material facility. The 

Multimodal Hub Center will be a fully functional inland port capable of accepting and delivering unit 

trains, containerized cargo, and large industrial equipment and materials more efficiently than the BNSF 

Intermodal Terminal and will be instrumental in supporting regional economic growth.

There are four independent phases to implement the Multimodal Hub Center; the Federal 

Railroad Administration (FRA) is providing partial funding for Phase 4. Phase 4 is the final stage of 

development for the Multimodal Hub Center, and was selected to receive funding through a U.S. 

Department of Transportation Investments Generating Economic Recovery (TIGER) Discretionary Grant. 

The TIGER funds will be used to construct an additional freight rail track (to support the BNSF’s 

intermodal trains), construct an access road to the facility, extend 13th Street South east to Southeast

Front Street, deliver utilities to the Multimodal Hub Center, and construct a laydown yard to stage 

oversized equipment.

Before providing grant funding, FRA must comply with the National Environmental Policy Act 

(NEPA) of 1969 (42 U.S.C. § 4321) and FRA’s Procedures for Considering Environmental Impacts (64 

FR 28545, May 6, 1999). NETA prepared an Environmental Assessment (EA) in coordination with FRA 

to analyze and document whether Phase 4 of the Multimodal Hub Center would have significant effects 

on the environment. This Finding of No Significant Impact (FONSI) is made based on the information in 

the EA.
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Statement of Purpose and Need: The identification of the purpose and need is significant in 

determining the reasonable range of alternatives to consider for the Project. The Need defines the key 

problems to be addressed and explains their underlying causes. The Purpose states clearly why the Project 

is being proposed and identifies potential anticipated outcomes.

Purpose: Phase 4 will complete the Multimodal Hub Center and thus, facilitate the operation of a 

fully functional, inland port capable of accepting and delivering unit trains of containers and cargo to 

support regional development and improve freight transportation. By using rail instead of commercial 

trucks to transport goods, regional transportation costs will be reduced which, in turn, will improve the 

economic competitiveness of the region.

Need: The State of Montana currently needs a means to efficiently transport large quantities of 

materials, goods and other cargo into and out of the region surrounding northwest Montana in order to 

facilitate local and regional commerce and economic growth. Freight rail transportation is considered 

more efficient and cost-effective than over-the-road truck hauling, the only other viable means for heavyhaul transport. As the final phase in the development of the Multimodal Hub Center, Phase 4 will help 

meet this need.

Study Area: The Multimodal Hub Center is to be located on a 226-acre site on the southeast edge of 

Shelby in Toole County, Montana, about 1.5 miles southeast of the existing BNSF Intermodal Terminal. 

Specifically, the study area is located in Township 31 North, Range 2 West, Sections 2 and 3 and 

Township 32 North, Range 2 West, Sections 27, 28, 33, 34, and 35 and includes the combination of two 

corridors that have been evaluated by NETA in the EA. See Attachment 1: Project Location Map.

The Project area is made up of two transportation corridors. The first extends north and south 

along the existing BNSF railroad line from U.S. Highway 2 near Shelby to a point approximately 2 miles 

to the southeast. Rail construction and improvements, an access road, Southeast Front Street 

improvements, and utility improvements are included inside this corridor. The second corridor consists of 

the 13th Street South alignment, which extends approximately 1.75 miles from the 1-15 Frontage Road 

(Marias River Road) east to Southeast Front Street.

Alternatives: The EA considered three Build Alternatives and the No Build Alterative. NETA 

eliminated two of the three alternatives from further analysis in the EA because these alternatives were 
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not reasonable options for achieving the purpose and neeed and the third was analyzed as the Build 

Alternative. The EA analyzed in detail the Build and No Build Alternative. 

Alternatives Eliminated from Further Consideration: Two Build Alternatives (Alternative 1 and

Alternative 2) were considered and dismissed for the Project. These two alternatives shared many of the 

same technical features of the Build Alternative described below but resulted in additional community 

and environmental impacts and were determined not to be reasonable options for addressing the Project 

purpose and need. For a thorough discussion of the alternatives not carried forward, please see EA 

Section 2.3.

No Build Alternative: Under the No Build Alternative, the State of Montana would not have the 

ability to ship or receive containerized cargo via rail due to a lack of an inland port. Shippers would 

continue to rely on roadway transportation to ship goods as well as the current BNSF Intermodal 

Terminal, located near downtown Shelby would continue to operate as a regional rail hub. 

Build Alternative: The Build Alternative will consist of construction work that will include extending 

railroad tracks to accommodate additional trains; installing utilities; constructing a laydown area for 

oversized equipment for incoming and outgoing shipments; developing an access road to the facility; as 

well as constructing an extension of 13th Street South would follow the existing alignment from I-15 

Frontage Road (Marias Valley Road) to 9th Avenue South where it would veer to the northeast, turn east 

and traverse the south end of Block 115. The alignment would then veer back to the southeast and join the 

existing undeveloped section line at a point approximately 500 feet east of the 9th Avenue South 

intersection. The alignment would then continue east to SE Front Street along the section line. The 

alignment would require no north/south deviation from the 13th Street South corridor except for the short 

segment near the 9th Avenue South intersection. Other features associated with the alignment would 

include the following: Roadway construction consisting of two, 14-foot travel lanes and a two foot 

shoulder on either side of the road; Roadway surfacing with gravel, with a paved section at the 

intersection of 13th Street South and 9th Avenue South. From 9th Avenue South to SE Front Street, the 

terrain is hilly with grades up to 30 percent, which would require significant amounts of cut and fill.

Contouring of the road would be required to facilitate roadway expansion and construction. 

Environmental Consequences: Based on the EA’s analysis of the Project’s potential impacts and the 

identification of appropriate mitigation measures and Best Management Practices (BMP) to reduce or 

avoid potential impacts, FRA concludes that the selected Build Alternative would have no foreseeable 

significant impact on the quality of the natural and human environments. Under the impact analysis in the 
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EA, construction impacts are considered to be those attributed to construction activities associated with 

the Project whereas operational impacts reflect the operation of the Multimodal Hub Center since the 

Project ultimately facilitates the Multimodal Hub Center’s operation. The following is a summary of the 

potential construction and operational impacts for each resource area.

Air Quality: FRA finds that the Project is not expected to have any significant, long-term impacts 

on air quality and may actually result in a beneficial effect from removing train and truck traffic from 

downtown Shelby and reducing over-the-road truck traffic. The State of Montana is designated as an 

attainment area for all criteria pollutants, and a general conformity determination was not required for the 

Project. 

Construction activities will have a short-term impact on air quality, primarily from dust generated 

during site preparation. Effective dust control measures (e.g., water spraying) will be implemented as 

needed. Any burning of cleared materials will be conducted in accordance with applicable state and local 

laws, regulations, and ordinances.

Water Quality and Water Resources: The Project will include the installation of standard 

stormwater management measures such that when the Multimodal Hub Center commences operation, 

surface runoff from the site will follow existing patterns. The Multimodal Hub Center will use the 

appropriate chemical/oil storage facilities and procedures and spill prevention and cleanup measures to 

reduce the potential for accidental releases of these materials to surface water and groundwater. 

The Project will also include the installation of wastewater facilities which will be sized to handle the 

anticipated demand at the Multimodal Hub Center. Wastewater from the Multimodal Hub Center will 

drain into the City of Shelby’s existing sewer system which has sufficient capacity. The Multimodal Hub 

Center will not require dedicated surface water withdrawals or groundwater extraction and will not extend 

deep enough below the surface to penetrate groundwater aquifers. Therefore, the water use requirements 

of the Project will not impact surface or groundwater quality or availability.

General construction activities could change stormwater runoff patterns and thus increase the 

potential for erosion of exposed soil, particularly caused by storm water. Inclusion of Best Management 

Practices (BMPs) into the Project design will be used to manage stormwater runoff and control water 

quality impacts. A National Pollution Elimination Discharge Elimination System/Montana Pollutant 

Discharge Elimination System permit will be required from the Montana Department of Environmental 
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Quality. This permit requires a temporary and permanent plan for addressing erosion and sediment 

control.

FRA finds that there will be no significant impacts to water quality or water resources from 

construction and operation of the Project.

Noise and Vibration: The Project area is zoned industrial. The surrounding area is primarily 

undeveloped agricultural and industrialized land. Residences, businesses, parks, and other sensitive 

receptors are located north of the study area. There are no sensitive receptors within the study area itself. 

As road and rail traffic and associated activities increase in the study area due to the operation of the 

Multimodal Hub Center, localized noise and vibration levels are anticipated to increase. However, the 

design for 13th Street South will have a posted driving speed of 35 mph, resulting in lower traffic-related 

noise due to the lower driving speed. Also, the distance between the Multimodal Hub Center and 

surrounding residential and commercial developments will likewise diminish the noise impacts. 

Consequently, the operation of the Multimodal Hub Center is not expected to create any additional noise 

or vibration impacts on sensitive receptors beyond what is already experienced. In fact, by locating the 

operations associated with the Multimodal Hub Center to an area south of the city, the magnitude of noise 

and vibration impacts within the City and the number of affected sensitive receptors, when compared to 

the existing BNSF Intermodal Terminal, will likely be reduced.

Construction will result in temporary increases in noise levels generated primarily from construction 

equipment. Measures will be taken to limit construction noise and appropriate abatement measures will be 

incorporated into the plans and construction specifications.

FRA finds that the Project will have no noise or vibration effects to those receptors.

Wetlands: Wetlands within the Project area were identified by review of National Wetland Inventory

(NWI) maps, United States Geological Survey (USGS) topographical maps, Toole County Soil Survey, 

and aerial photographs. Wetland delineations were conducted on the 226-acre Project site on March 6, 

2012. The wetland delineation identified eight wetlands totaling 5.3 acres within the Project area and

information was submitted to the United States Army Corps of Engineers (USACE) along with a request 

for a Jurisdictional Determination (JD) on July 24, 2012. The USACE responded to NETA with a JD

finding for the wetlands on September 12, 2012. 

The layout for the Project has been designed to avoid wetland impacts to the extent feasible. 

Nevertheless, construction will result in permanent impacts to about 1.5 acres of wetlands. These impacts 
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will require a Section 404 dredge and fill permit as well as wetland mitigation at a 2:1 ratio. A required 

mitigation site will be developed in consultation with USACE only after the USACE’s approval of the 

mitigation plan and issuance of the 404 permit prior to construction of the Project.

FRA finds that there will be no significant impacts to wetlands that will occur from the Project.

Biological Resources: Construction activities such as site clearing and grading, equipment 

refueling/maintenance, equipment operation and human activity could directly and indirectly impact local 

aquatic, wildlife and vegetation resources or threatened or endangered species via noise emissions, 

stormwater generation, accidental oil/chemical releases, air pollutant emissions, physical injury or 

mortality, and habitat disturbance. 

Since the Project’s study area does not support important habitat for aquatic or wildlife communities 

and any impacts would be temporary, it is not expected that construction or operation of the Project would

significantly affect any biological resources.

FRA finds that due to lack of suitable habitat or known presence of the black-footed ferret and 

Sprague’s pipit that there will be no impacts to those, or other sensitive biological resources within the 

Project area. Therefore, no impacts on other listed or candidate species or their habitats are expected from 

the Project or its operation, and no further mitigation for indirect impacts is proposed or necessary.

Bald and Golden Eagles: No bald eagles or nests were observed within 0.5 mile (the USFWSrecommended distance between eagle nests and loud noises) of the Project area during the onsite surveys. 

However, if bald or golden eagles or their nests are sighted during construction, all work within one 

mile of the eagle would cease and the U.S. Fish and Wildlife Service (USFWS) would be contacted 

immediately. In coordination with USFWS, work would resume after the bird(s) leave(s) the area, the 

nesting season has been completed, or it is otherwise determined by the USFWS that continued work 

activities would have no significant effect on the eagles.

FRA finds that based on the lack of presence of eagles or their nests in the Project area, this Project or 

its operation is not anticipated to impact bald or golden eagles.

Migratory Birds and Other Wildlife: The Project area has limited habitat value and does not 

represent important breeding, feeding or loafing habitat for resident or migratory birds or wildlife. As 

such, it would be unlikely to attract or hold significant numbers of migratory birds or other wildlife. Also, 

while human-tolerant migratory bird or wildlife species may use the Project area for breeding and feeding 
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and continue to thrive, Project-related activities may displace species which are less human-tolerant or 

possess more restrictive habitat requirements. However, the Project will be designed to reduce potential 

impacts and with the implementation of BMPs, including silt fencing and reseeding disturbed areas, the 

FRA finds that considering these factors, it is unlikely that the Multimodal Hub Center will have any 

significant impacts on migratory birds or wildlife.

Aquatic Resources: The only water bodies in the study area include several small wetlands (eight 

wetlands totaling 5.3 acres) and a network of existing stormwater ditches. Aquatic communities located 

in those wetlands could be adversely affected by Project-related activities. Such effects may include 

stress, injury or death of organisms from dredge and fill or other in-water activities, habitat loss (e.g., 

filling of wetlands), and disturbances due to noise and human activity. However, water bodies in the 

Project are relatively small; do not exhibit any unique habitat characteristics, and likely support species 

common to the region. Therefore, any Project-induced impacts to water bodies and associated aquatic 

communities will not be significant.

Operational impacts to aquatic populations could result from habitat modification and degradation 

due to stormwater runoff, sediment deposition, and oil and chemical releases, which can affect aquatic life 

by blocking light transmission and interfering with biological processes. As mentioned above, however, 

aquatic communities in the study area are not unique and are probably comprised of species common to 

the region. Therefore, any impacts from the construction and operation of the Multimodal Hub Center on 

local aquatic communities will not be significant.

FRA finds that considering these factors, it is unlikely that the Multimodal Hub Center will have any 

significant impacts on aquatic communities. 

Floodplains: Floodplains constitute lands situated along rivers and their tributaries that are subject to 

periodic flooding with a one percent chance of being flooded in any given year, on the average interval of 

100 years or less. The Project is not located within a designated floodplain, and FRA finds that the 

Multimodal Hub Center will not impact any floodplains.

Energy Use: The Project includes the installation of additional electrical lines. Minor amounts of 

electrical power will be required for construction and will be provided by portable electrical generators, 

petroleum and local electrical distribution provided by Marias River Electrical Co-op. The operation of 

the Multimodal Hub Center will have long-term impacts on local electrical energy supplies. Considering 
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that Marias River Electrical Co-op has adequate power to supply power to the Multimodal Hub Center, 

however, such impacts will not be significant.

FRA finds the project would not result in significant impacts in terms of energy use.

Visual Resources: The existing BNSF Intermodal Hub will be closed and will be utilized by BNSF 

as a storage facility for railroad maintenance equipment and materials following completion of the 

Multimodal Hub Center. Commercial traffic that is currently servicing the BNSF Intermodal Hub will be 

diverted around Shelby to the Multimodal Hub Center which is zoned industrial. Truck and commercial 

traffic ingress and egress for the Multimodal Hub Center will be along 13th Street South, resulting in a 

minor degradation of the visual quality along the 13th Street corridor. Conversely, truck and commercial 

traffic within Shelby will be decreased, thus improving the visual setting near downtown Shelby. Another 

visual impact associated with the Multimodal Hub Center will result from the physical presence of the 

associated infrastructure and facilities (e.g., the expanded bulk handling facility building) which will 

represent a visual contrast with the surrounding area. This will be most obvious along the 13th Street 

South extension where the existing section line will be replaced with roadway. Such impacts are not 

likely to be significant, however, because of the already industrialized nature of the vicinity of the 

Multimodal Hub Center. 

Construction though a temporary impact, will negatively impact visual quality in the Project area for 

a limited time due to the presence of construction equipment and stockpiled materials, equipment 

operation, fugitive dust and exhaust emissions and exposed soils. 

FRA finds that there will be no impacts to visual resources because of the industrialized setting of the 

Project area, and no significant long-term impacts to the visual setting are expected from the Project.

Transportation: Three major Montana transportation corridors are adjacent to Shelby. One is US 

Highway 2, an arterial road which bisects Shelby to the north of the Project area. US Highway 2 provides 

access to and from southern Canada, just north of the Michigan peninsula, and extends to the western 

ports of Washington. Another corridor is the BNSF-owned rail line which parallels U.S. Highway 2, 

bisecting the city of Shelby. The rail line serves both freight and passenger trains travelling to and from 

the west coast and Great Lakes. The third corridor is I-15, which is located west of the Project area and 

serves as a route for North American commerce spanning from California to Canada. Transportation was 

evaluated by reviewing information for the local transportation corridors and the existing infrastructure in 

the Project area and the vicinity. The potential effects on transportation use were analyzed based on 
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current design information as compared to existing conditions. Construction will affect traffic along 13th 

Street South and SE Front Street. However, no traffic detours to other streets will be needed as traffic will 

be able to use one lane or temporary lanes along 13th Street South and SE Front Street. During 

construction, traffic will travel through the area without major delays. Access to adjacent properties will 

be maintained during construction as well as operation. These impacts are temporary in nature and only 

present during the construction periods. 

After construction of the Project, there could be increased traffic to SE Front Street (due to Projectrelated improvements) and 13th Street South (due to the extension to SE Front Street). As a result of the 

improvements, commercial traffic arriving and departing from the Project site will use two access routes. 

Traffic entering the site from the north, south, and west will be able to access the site from 13th Street 

South. Traffic from the east will be able to utilize the secondary access road or SE Front Street. 

Construction-related traffic on these streets will increase during the construction periods and result in 

minor traffic congestion. Construction traffic will cease following completion of the Multimodal Hub 

Center.

The Project will complete the Multimodal Hub Center and thus, the final phase of a freight rail 

transportation link between Montana and all ports served by BNSF on the West Coast and Great Lakes. 

The operation of the Multimodal Hub Center is not expected to negatively impact traffic infrastructure, 

patterns or volumes and in fact, will result in significant transportation improvements within Shelby, 

Toole County, and the region.

The completion of the Multimodal Hub Center will result in a beneficial transportation impact by 

facilitating the operation of a more efficient, fully functional inland port capable of accepting and 

delivering unit trains of containers and cargo. Freight trains will facilitate more effective movement of 

regionally manufactured goods and containerized products (such as agricultural commodities) to other 

locations in Montana, other states and other countries. Also, the fully functional Multimodal Hub Center 

will result in reduced or eliminated passenger delays at the Shelby Amtrak station adjacent to the BNSF 

facility. Another beneficial impact of the operation of the Multimodal Hub Center is the redirection of 

commercial traffic from Shelby’s urban center to the extension of 13th Street South and improvements to 

SE Front Street. In fact, commercial traffic on in-town city streets will be concurrently decreased, 

reducing congestion and improving public safety and traffic mobility in downtown areas.

An additional impact expected from the Multimodal Hub Center will be a shift by the oil and gas 

industry and others from the use of over-the-road hauling of equipment and goods to the use of trains. 
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This will benefit the overall economy by lowering transportation costs. Finally, the Multimodal Hub 

Center will lead to decreased truck traffic on Interstate 15 and U.S .Highway 2, which will reduce 

roadway wear and costs for road maintenance. No traffic detours will be needed for the construction of 

new roadways. For modifications to the existing roadways, construction will allow the use of one lane or 

temporary lanes such that traffic will travel through the Project area without major delays. Access to 

adjacent properties will be maintained during construction. Coordination with local landowners and 

businesses will occur, as necessary, during construction to reduce construction-related traffic and access 

disturbances.

FRA finds the construction or operation of the Project will not adversely impact rail or motor vehicle 

transportation and may result in beneficial effects both to the regional transportation of goods and locally

to the City of Shelby. 

Land Use, Zoning and Property Acquisitions: The Project is located within a predominately rural 

area southeast of Shelby. The surrounding land use is dominated by agricultural and cropped land to the 

west and south, commercial and industrial to the east, and residences, businesses and a recreational park 

to the north. Agricultural land consists primarily of grasslands utilized as sheep and/or cow pastures 

throughout the past 60 years. Adjacent to the Project is cropped land, with a lesser extent of cultivated 

lands, woodlands, and developed lands. 

The Project will convert portions of land from agricultural use to transportation use through the 

acquisition of right-of-way. The acquisition would result in impacts of 24 acres of land considered prime 

farmland and 65 acres considered farmland of statewide importance. As mentioned above, however, much 

of this land is already used for transportation purposes. Therefore, the actual “conversion” of farmland to 

non-farming purposes would be at insignificant levels. Property will be acquired for construction of the 

Project pursuant to the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 

1970. 

FRA finds that due to the availability of agricultural land in the Shelby area and the region, that the 

conversion of agricultural land does not represent a significant impact from the Project.

Socioeconomic Resources: The Project will result in overall beneficial, direct and indirect 

socioeconomic impacts to the City of Shelby and Toole County. Beneficial direct impacts will include the 

generation of new, temporary jobs during construction and local and regional expenditures for building 

materials, services and goods.
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The completion and operation of the Multimodal Hub Center will result in additional permanent jobs 

for operating the Multimodal Hub Center, servicing equipment and serving the expected increases 

(compared to the existing BNSF Intermodal Hub) in rail and truck traffic that will occur due to the 

improved rail transport facilities. Beneficial, indirect impacts will include expenditures by new 

construction and operational workers on food, housing, and various other goods and services. In addition, 

the Multimodal Hub Center will facilitate the continued growth and start-up of businesses in Shelby, 

Toole County, and northwest Montana.

FRA finds that the Multimodal Hub Center will not adversely impact community facilities, 

demographics, economic resources or the infrastructure found within the Project study area, Shelby or 

Toole County. 

Environmental Justice: Consistent with Executive Order 12898, the EA included an analysis to 

disclose and identify potential disproportionately high or adverse impacts to minority or low-income 

communities. Since there are no minorities or low-income communities within the Project area, FRA 

finds the project would not result in any disproportionately high or adverse effect on either minority or 

low-income populations.

Public Health and Safety: Public access to the Project site will be restricted by fencing around its 

perimeter, and standard safety features such as site lighting and backup lights and alarms on equipment 

will be used. Also, the Project site is on the outskirts of the city, away from the population center and 

most members of the general public. Therefore, the potential for direct safety impacts to the public during 

construction is low.

FRA finds that the project would not result in significant impacts to public safety and security and 

might actually benefit public safety by removing heavy truck traffic through downtown Shelby.

Contaminated Sites and Hazardous Wastes: The Project is not anticipated to have an impact on 

known contaminated sites. In the event that previously unknown contaminants are discovered during 

construction or a spill would occur during construction, work will cease until after the National Response 

Center (800-424-8002) has been notified by the NETA contractor. If contamination is encountered, the 

Montana Department of Environmental Quality will also be notified. Any contaminated soil that is 

encountered will be temporarily stockpiled and sampled to determine disposal requirements.

Considering the purpose, design and operation activities of the Multimodal Hub Center, however, it is 

not expected that hazardous materials or hazardous wastes will be present in amounts or locations that 
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would pose an unacceptable risk to public health or the environment. The appropriate BMPs for storing 

and handling toxic or hazardous materials and wastes will be implemented. Considering the above, no 

significant, indirect impacts from environmental contamination, the use, transport or handling of 

hazardous materials or the production of hazardous wastes are anticipated.

FRA finds the project would not result in significant impacts to public safety from contaminated sites 

or areas of environmental interest.

Parks and Recreational Areas: There are no parks or recreational areas in the Project area. However, 

Roosevelt Park is located immediately north of the 13th Street South corridor about midway between 9th 

Avenue South and SE Front Street. The Park is approximately 5 acres in size and is currently 

undeveloped. The current usage as pasture land will likely be unaffected by improvements made to 13th 

Street South. There currently is no identified access point to the Park and the Park would not be 

substantially impaired by the presence of 13th Street South.

FRA finds that no significant impacts on recreational uses or facilities are expected to occur due to 

the lack of such resources within the Project area. 

Cultural Resources: There are no cultural resources occurring within the Project area. Therefore, 

FRA submitted to SHPO the documents supporting a finding of No Historic Properties Affected. SHPO 

concurred with this determination. No impacts to cultural resources will occur, and no mitigation is 

necessary.

Section 4(f): Section 4(f) of the Department of Transportation Act of 1966 protects certain park and 

recreational lands, refuges, and historic sites from being “used” in transportation projects carried out or 

funded by modal administrations of the U.S. Department of Transportation. Section 4(f) resources 

include any publicly owned public park, recreation area, wildlife or waterfowl refuge, or any publicly or 

privately owned historic site. The only Section 4(f) property with the study area is Roosevelt Park which 

is located adjacent to 13th Street South. However, since the Project will not use land from the Park nor 

will features making the Park eligible for protection under Section 4(f) be substantially impaired, no

Section 4(f) use will result from the Project.

Indirect Effects: The Council on Environmental Quality (CEQ) regulations define indirect 

(secondary) impacts as those that are “...caused by the action and are later in time or farther removed in 

distance, but are still reasonably foreseeable. Indirect effects may include growth inducing effects and 
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other effects related to induced changes in the pattern of land use, population density or growth rate, and 

related effects on air and water and other natural system, including ecosystems” (40 CFR § 1508.8b).

Indirect effects that would occur as a result of construction of the Project also may include reduced 

truck traffic through central Shelby, resulting in less congestion within the city limits. The Project would 

have the potential to spur growth of development (new or redevelopment), providing greater housing 

opportunities, and improved access to jobs. This future development may cause indirect impacts 

associated with natural resources and the existing built environment. 

Economically, the Project’s indirect effects on commercial, industrial and residential development 

would result in an increased tax base. An increase in employment opportunities and worker productivity 

may result due to improved transit and access to a labor pool residing outside of Shelby. Increased 

pedestrian activity could result in greater patronage of local businesses and the likelihood of visitors 

accessing local, civic, and recreational resources in Shelby.

FRA finds that the Project would not result in any significant adverse indirect impacts.

Cumulative Effects: Under CEQ regulations, cumulative effects are defined as “...the impact on the 

environment which results from the incremental impact of the action when added to other past, present, 

and reasonably foreseeable future actions regardless of what agency (federal or nonfederal) or person 

undertakes such other actions. Cumulative effects can result from individually minor but collectively 

significant actions taking place over a period of time” (40 CFR § 1508.7).

The cumulative effects analysis considers the aggregate effects of direct and indirect impacts from 

federal, non-federal, public, and private actions on the quality or quantity of a resource. The intent of the 

cumulative effects analysis is to determine the magnitude and significance of cumulative effects, both 

beneficial and adverse, and to determine the contribution of the Project to those aggregate effects. 

As the Project itself would not significantly affect natural, cultural or socioeconomic resources, there 

would be little cumulative effect from the Project itself. 

Public Comments on the Environmental Assessment: Coordination efforts began in the early stages of 

the Project and were designed to maintain consistent communication with residents, public officials, 

businesses, property owners, stakeholders, and regulatory agencies during the environmental process. On 

April 1, 2013 the EA was released for 30-day public review and comment period. The document was on 

display at the City Hall and on the FRA website. On April 15, 2013 an open house was held at the Shelby 

City Hall, where sixteen residents attended the meeting to review the document, provide comment and 
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ask questions of the Project team. No public or agency comments have been received during the

circulation of the EA. 

Commitments and Mitigation Measures: NETA will be required to comply with all applicable Federal, 

state, and local permitting requirements during the implementation of the Project; which will include: 

• Clean Water Act of 1977 (33 USC § 1251-1376) Executive Order 11990 

• Protection of Wetlands (42 FR 26961) 

• Section 404 of the Federal Water Pollution Control Act (33 USC § 1344) 

• Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (42 

USC §4601 et. seq)

• Americans with Disabilities Act of 1990 (42 USC Chapter 126, and 47 USC Chapter 5)

In addition, the following commitments and mitigation measures have been included to further reduce 

impacts of the Project. Additional measures may also be implemented as necessary.

• Air Quality: NETA will control construction dust associated with exposed soils, if necessary, with 

the application of water and other approved dust palliatives. During construction, NETA will reduce 

construction equipment idling as well as the engine activity or reduce emissions per unit of operating 

time. Construction equipment will be kept clean and in good operating condition. 

• Water Quality: To mitigate the increase in impervious surface area resulting from construction of the 

Project, NETA will secure and comply with the National Pollution Discharge Elimination System and 

Montana Pollutant Discharge Elimination System permit. These permits require BMPs such as silt 

fences, check dams and appropriately sized sediment basins. 

• Noise and Vibration: Construction activities will be limited to daytime hours so as to confine the 

times of noise and vibration impacts to normal waking hours. NETA will ensure that construction 

equipment is in good repair and fitted with manufacturer recommended mufflers and other measures 

as necessary.

• Use of Energy Resources: The Project will minimize the short- and long-term environmental impacts 

of development and other activities through resource conservation, recycling, waste minimization, 

and the use of energy-efficient and ecologically responsible materials, systems and techniques. 
FINDING OF NO SIGNIFICANT IMPACT

Port of Northern Montana Multimodal Hub Center

Shelby, Toole County, Montana 15

• Public Health and Safety: If any contamination is encountered during construction of the Project, 

NETA will remove and dispose of contaminants in accordance with the Hazardous Waste Program of 

the Permitting and Compliance Division at the Montana Department of Environmental Quality.

FINDING OF NO SIGNIFICANT IMPACT

Port of Northern Montana Multimodal Hub Center

Shelby, Toole County, Montana 17

Attachment 1: Project Location Map